Governing device for valve and igniter gear for explosive-engines.



PATENTED APR. 18, 1905.

B. WESTMAN. GOVERNING DEVICE FOR VALVE AND IGNITER GEAR FOR EXPLOSIVEENGINES.

APPLICATION FILED APR-18,1904.

3 SHEETS-SHEET 1.

No. 787,417. PATENTED APR. 18, 1905. E. WESTMAN. GOVERNING DEVICE FORVALVE AND IGNITER GEAR FOR EXPLOSIVE ENGINES. APPLICATION FILEDAPR.181904.

\M a a I W WE EN 1 Z WMAMwMIIIIIIIIIIIIIII/IIII a 5 Q NN PATENTED APR.18, 1905.

E. WESTMAN. GOVERNING DEVICE FOR VALVE AND IGNITER GEAR FOR EXPLOS'I-VEENGINES.

3 SHEETS-SHEET 3.

APPLICATION FILED APB.1B,1904.

UMTE

Patented. April 18, 1905.

EMlL WESTMAN, OF MINNEAPOLIS, MINNESOTA, ASSIGNOR TO THE ENTERPRISEMACHINE COMPANY, OF MINNEAPOLIS, MINNESOTA,

. A UOPARTNERSHIP.

GOVERNING DEVICE FOR VALVE AND lGNlTER GEAR FOR EXPLOSIVE-ENGINES.

SPECIFICATION forming part of Letters Patent No. 787,417, dated April18, 1905.

Application filed April 18, 1904. Serial No- 203,579.

To 4/]. whmnvit may concern.-

Be it known thatl, EMIL WESIMAN, acitizen of the United States. residingat Minneapolis, in the county of Hennepin and State of-Minnesota, haveinvented certain new and useful Improvements in Governing Devicesfor-Valve and Igniter Gearsfor Explosive-Engines; and I do herebydeclare the following to be a full,

clear, and exact description of the invention,

such as will enable others skilled in the art to which it appertains tomake and use the same.

My invention relates to explosive-engines, and has for its object toprovide certain irnprovements in the governing devices for the valve andigniter gears.

To this end my invention consists of the novel devices and combinationsof devices hereinafter described, and defined in the claims.

The invention is illustrated in the accompanying drawings, whereinlikenotations refer to like parts throughout the several views.

In the said drawings, Figure 1 is a view, chieliy in side elevation,with some parts shown in section, some broken away, and others removed,illustratingmyimprovements as applied to an ordinary four-cycle engineof the stationary horizontal type. Fig. 2 is a view of the same parts,chiefly in horizontal section, with some parts broken away and othersremoved. Fig. 3 is a detail showing some of the partsin the same planeas in Fig. 2, but in a difierent position. Figs. 1 and 5 are detailsshowing the relations of some of the parts of the valve and ignitergears detached. Fig. 6 is a detail of the igniter-trip. Fig. 7 is adetail of one of the parts shown in Figs. 4 and 5, and Fig. 8 is adetail of another of the parts shown in Figs. 4 and 5.

The engine being of thewell-known fourcycle type, any extended detaildescription thereof is not deemed necessary beyond noting the parts towhich my improvements apply.

Thenumeral 1 indicates the base or bed casting, 3 the valve-chest, withspring-seated admission-valve 3 and spring-seated exhaust- -valve l, 5the cylinder-casting, 6 the piston,

7 the connecting-rod, 8 the crank-shaft, and

9 the fly-wheels, all occupying their customary relations. On thecrank-shaft 8 is a small gear 10, in mesh with larger gear 11 on thecounter or gear shaft 12 to afford the speed relation of two to one inthe usual way. On the gear-shaft 12 is the usual exhaustwalveopening-cam 13, coi'iperating with the thrustrod 1e, mounted in suitableguides fixed to the engine-casting forsocuring the desired action on theprojecting stem of the springseated exhaust-yalve 4. ()n the gear-shaft12 is also a crank-disk 15, connected by rod 16 with a bell-crank rocker17, which serves to operate the gasolone-pump rod 18 and normally tooperate the igniter trip-rod 1E). The ignitertrip-rod 19 is mounted insuitable guides fixed to the engine-castings and carries a spring-heldpivoted trip 20 for cooperation with the spring-held or movable member21 of the electrodes. The said spring-held trip 20 is pivoted to a block22, fixed on the rod 19 and having mounted therein an adjusting devicein the form of a spring-seated bolt 23, with a set-screw 24;workingdiametrically through its head. The head of said bolt 23 hasrecesses 25 for engagement with studs 26, fixed in the rod 19 to holdthe bolt in any position in which it maybe set, as best shown in Figs. 4and 5. The said adjusting device would take the position shown in Fig. 5when the igniter is to be set for starting, and after the engine isunder way the bolt 2?) would be turned so as to make the set-screw 24the backstop for the trip 20. The said set-screw 24 may be adjusted tomake the tripping action, and hence the time of ignition, occur earlieror later, as desired.

The trip-rod 19 is provided on its outer end with an inwardly-extendingarm 27, which works through a slot provided therefor in the casingof theadmission-valve 3 and comes into position for action on a collar 28,fixed to the stem of said valve for holding the valve in its closedposition, as will presently more fully appear. The said arm 27 has fixedthereto a small plate 29, which serves as a cover to the slot in thevalve-casing, through which the said arm passes. Said trip-rod 19stronger than the spring 30. The purpose is subject to a spring 36,reacting between one of the rod-guides and a collar 31; fixed to therod, and tending to-throw the said rod to its rearmost positionforcooperation with the rocker i7. 'lhe thrust-rod leis provided on itsouter end with an arm 32, projecting outward and perforated and slotted,as best shown in Fig. 7, to. pass over or ride on the trip-rod 19 andpermit a stop-pin 33, fixed to said rod 19, to pass through t eslottedopening in thesaid arm 32. On t e trip-rod 19 is a loose collar .34,between which-and the fixed collar 31 reacts a spring 35, which is ofthis relation of the said parts will presently more fully appear intracing the action under the control of the governor.

The centrifugal governor is of the customary form and mounting, withsliding grooved collar or sleeve 36 mounted on the engineshaft andsubject to the spring-held weighted levers 37 for the customary actions.The said collar 36 is engaged by the rear or shipper end of a'latch-lever 38, pivotedto a suitable bearing fixed to'theengine-castings and having atits outer end an upwardly-project ingknife-edged latch-arm 39, adapted to engage behind a shoulderedlatch-block i0, fixed to the thrust-rod 1 1. A

'With this described relation of the parts the action is as foilows:When the engine is running below or not above its normal speed, thethrust rod it becomes subject to the earn 13 for opening theexhaust-valve to effect the exhaust fromthe engineat the proper times,and the 'igniter-rod 19 becomes subject to the crank-actuated rocker 1'?for operating the igniter at the proper times to afford the ex plosions;butif the engine runs up to a speed beyond its normal limit then underthe action of the governonthe free end of the lateh lee ver sewn bethrown, inward, so as to cause its latch-arm 39 to engage-behind thelatch block 40 on the'th rust-rod 14: at the time when the latter hasbeen forced outward to its limit by the cam 13, and thereby the saidthrustrod 14 and governoncontrolled lever 38 will hold the exhaust-valve4 in its open-position and at the same time, through the arm 32 actingon the loose collar 3st and the spring 35 reacting against the fixedcollar 31 on the trip-rod 19,.the said thrust-rod M will yieldinglyforce the trip-rod 19 into its outermost position and causeits arm 27,acting. on the collar 28 of the admission-valve 3, to yield:

ingly hold the said valve. in its closed positiori, and at the same timethe igniter will be held in its idle position or with the trip 20 heldat a point beyond the movable electrode 2-1 and the inner end of the rodbeyond the range of action or throw of the rocker 17.

Under the action of the crank 15 the rocker 1 17 engages the end of thetrip-rod 19 and im parts an initial movement thereof toward the left,which initial movement carries the igmiter-trip 20 into engagement-withthe igniterarm 21 and then past the same, thereby producing the sparkand exploding the charge. This movement of the trip-rod 19 compressesonly the relatively weak spring 30. While the trip-rod 19 isthus forcedtoward the left with its igniter-trip 20 at the left of the igniter-arm21, the cam 13 .forces the thrustrod 14 toward the left, thereby causingthe same to force the exhaust-valve into an open position and at thesame time causing the arm- 32 by its engagement with the spring-pressedloose collar 34: to impart a secondary movement oi the trip-rod19ftoward the left and by compression of the spring 35 forces the saidadmission-valve against its seat under closed under increased strainunder a secondary movement of said trip-rod. This position otthe saidparts will remain until-the engine falls back to its'norrnai speed orbeiow the same, whereupon the governor-actuated lever 38 wili beunlatched or released from the thrust-rod '14s, whereupon all. thepartswill be instantly brought back to their spring.

held normalpositions and so remain until the engine again reaches aspeed higher than normal, whereupon the same action as before isrepeated. Fig. 2 shows the parts in the positions which they occupy whenthe engine is running not above its noi mal speed, and Fig,

3 shows the position of the parts as they appear when the engine isrunning above its.

normal speed, or, in other words,when under the controlof the governorthe thrust-rod 1% and the igniter trip-rod 19 are holding theexhaust-valve in its open position, the admission-valve in its closedposition, and the igniter in its idle position. a

By actual practice I have demonstrated the "eficiency of these improvedgoverning devicesfor the valve and igniter gears. of'anexplosive-engineand have found that the same are not only reliable, butare sensitive, enabling the engine tohe run at a very steady motion forany desired predetermined load, and also that considerable economy of'gasolene is effected, for the reason that none thereof can be drawnthrough the admission-valve seat under the suction of the piston on itsgovernor-controlled idle stroke. For its best action the admission-valve3 cannot be made subject to a very strong retracting or seating spring.Otherwise stated, the spring of the admission-valve must be such thatsaid valve will open under the suction-stroke of the piston whenthe-exhaust-valve is closed. Under these conditions it has been foundthat the idle stroke is desired. pose does the Work and is simple and reiable, as above noted. It is also an advantage to havethe igniter in anidle position at the time of the idle stroke of the piston, as there isa corresponding saving in the wear and tear on the electrodes and in theelectromotive force required.

reference to Figs, 4, 5, and 8 it may be 15 seen that the rocker 17 hasfixed to its upper end pin 1? and that the crank-rod 16 terminetes atits outer end in abifurcated head, adording a pair of jaws 16 withslotted seats 16", adapted to engage with the projecting endsof therocker-pin 17. The slot or pinseat-in one of the jaws is enlarged at itsupper end to receive a locking-plug 4:1,Wl'1iCl1 is springseated on theadjacent projecting end of said pin and is of larger diameter than themouths of the slots 16". It follows from this construction that when theparts are coupled and the locking-plug 4c} is in its innermost orspring-held position the coupled parts will be locked together, but thatthey may he read' iiy separated or uncoupled by simply pulling rsrd thesprin seated lockingplug s1, cupon the c. ilk-rod may be lifted as fromthe rocker-pin. This is adetaii of convenience for assembling,inspecting, and recg ports of the engine whenever so desired, butespecially for operating the pumprocker 17 by hand. 7

it may be noted that the gasolenc is supplied to the casing of theadmission-valve 3 or the air-pipe leading thereto by a feed-cup d2 withcirculating connections d3 dd, which lead, respectively, from thegcsolene-pump and beck to the gasolene reservoir. (Not shown.) The cup.42 is kept full of gasolene through these connections under the actionof the pump, (not shown,) which isoperated from the gear crank-diskthrough the rod 16., rocker 1?, and rod 18, as hitherto described,

The separshlo coupling connecting; the rod 16 and the rociter 1"?permits the latter to he manipulated hy hend Wl'lCd'lQVEi so desired forfilling L cup d2 when engine is idle, r for startin purposes.gasolene-ieed cup i2, with itscirculatone ctions, eperstes on the sameprinciple one disclosed in my prior patent,

1; List 27, 1901.

' lo 20 on the igniter-rod can without stopping the engine,

to secure by Lettates, 18 as lollows:

the said valve in its closed position when the My means tor t e purwithadmission and exhaust valves and an igniter, of a gear for operating thesame com: prising a reciprocating trip-rod, having means for actuatingsaid ignite! and for holding said admission-valve closed, and a pairofenginedriven parts, the one operating on said triprod to impart oninitial igniter actuating movement thereto, and the other operating; onsaid exhaust-valve, to open the same, and 6; cratingon mid trip-red toimport a secondary movement thereto, such secondary movement of saidtrip-rod serving to press said admission-valve to its sent underincreased strain,

while said exhaust-valve is open, substantially as described.

2. In an explosive -engine, the'cornbination with admission and exhaustvalves and an-igniter, of a gear for operating the some, comprising areciprocating trip-rod, having means for actuating said igniter and forholding said admission-valve closed,a pair of enginedriven parts, theone operating on said trip-rod to impart an initisl igniter-actuatingmovement thereto, and the other operating on said exhaust-valve, to openthe same, and operating on said trip to impart a secondary movementthereto, which secondary movement serves to press said admission-valveto its seat under increased strain, Wllilfi' said exhaust valve is open,and a governor-controlled latch operative on said latter-notedengine-driven part to hold said exhaust-valve open, to hold saidadmission-valve seated, and to throw the ig niter out of action, whenthe engine is running above a normal speed, substantially as described.

8. in an explosive-engine, the combination with admission and exhaustvalves and an elec' tric igniter, ofa gear for operating the same,comprising a reciprocating trip-rod having means for actuating saidigniter and for holding said admission-valve closed, an enginedriven camand an engine-driven crank, a rocker operative on said trip-rod, toimpart an initiai igniter-actuating movement thereto, a rod connectingsaid rocker to said crank, 21 fixed and a loose collar on said tripood,a relatively weak spring between said fixed collai 'and a base ofreaction, a relatively strong spring between said fixed and loosecollars, and s thrust-rod subject to said cam, operative to open saidexhiiust-valve, and having a part engageablewith said-loose collar, toimpart e. secondary movement to said trip-rod, substantially asdescribed.

4. in an explosive-engine, the combination with admission and exhaustvalves and an electric igniter, of a gear for operating the same,comprising a reciprocating trip-rod having means for actuating saidignite! and for holding said admission-valve closed, an enginedriven camand an engine-driven crank, a crank-driven rocker operative on said triprod to impart an initial ignitew actuating movement thereto, a fixed andloose collar on erative to open said eXheust-valveand having a partengag'eabie with said loose collar, t6. impart; a secondary movement tosaid trip- -rod and a governor-actuated latch operative on saidthrust-rod to lock the same in posi- 1 tion to hold saidexheust-valveopen, to throw said igniter out of action, and to holdsaidadmission-velve eiosedQsubstantisliy as described.

"In testimony whereof iefiix in signature in presence of twowitnesses.

EMIL WEsTMAN;

Witnesses:

JAs. F. WILLIAMS, I F. D.- MERCHANT.

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